Budget Chevy Performance Cars - 3 Chevys For 10k

Vega-Nomics
Jeff Schwartz was looking for a smaller car to build when he ran across this Vega with only 44,000 miles on the clock and surprisingly little rust for a Midwest car. The original plan was to stuff a budget '90s LT1 under the hood, but then he ran across a super deal on an aluminum-block 5.3L LS out of a Buick Rainier SUV, to which he added an eBay-scored LS1 intake and a stock LS7 camshaft because he had one lying around. Jeff owns Schwartz Performance and decided the Vega could be a great little autocrosser with some tweaks that included a '99 S10 truck disc brake 3.42:1-geared rear axle assembly-blessed with a TruTrac limited slip. Jeff said they also made the effort to complete the factory stitch-welding, which considerably stiffens this little subcompact. He added a TH350 trans tweaked by his pal Ralph Babineau, and the drivetrain was set. Jeff added a Flaming River fast-ratio steering box, a larger Addco front sway bar, and QA1 shocks all the way around to massage the handling on a car not known for its corner-carving prowess. The final touch was a set of Superlite wheels and BFGoodrich tires. While there is some fabrication work on the Vega, courtesy of Schwartz Performance, there's nothing here that is beyond the realm of a competent car crafter. It's the perfect budget supercar, and it performed well at several Pro Touring events last summer, including CC's own Real Street Eliminator, where Jeff finished Second, and Holley's LS Fest, where the Vega racked up an impressive Third Place finish in the autocross against some super-high-dollar Pro Touring cars. While we don't have a complete rundown of all the parts and investments on the Vega, it's clear that using Jeff's Vega as a template, you could come up with your own Ten-G sportster.

"The aluminum LS is only 40 pounds heavier than the aluminum Vega four cylinder." Jeff Schwartz

Tech Notes

'72 Vega, notchback

$1,500.00

5.3L used LS engine, all-aluminum

$800.00

Schwartz Performance engine wiring harness

$1,000.00

Intake, LS1, used

$35.00

Nitrous system, Fogger 150 hp, NOS

$760.00

Be Cool aluminum radiator

$400.00

TH350 Trans, rebuilt

$400.00

B&M torque converter

$400.00

Rear axle, '99 S-1O, 3.42:1, used

$600.00

Superlite wheels, 15x7, 15x8

$700.00

BFGoodrich tires, 225/50R15 g-Force

$500.00

Seats, used

$200.00

Flaming River steering box, 16:1

$540.00

Addco front sway bar

$210.00

QA1 Shocks

$400.00

MagnaFlow mufflers and exhaust

$310.00

PPG paint and materials

$500.00

Total

$9,255.00

LS Camino
Among the least expensive rear-wheel-drive cars out there right now are the '80s A- and G-bodies. We don't have specific numbers to back this up, but easily the most popular version of that body style is the El Camino. GM must have built millions of them between 1978 and 1987. While woefully underpowered, we think this little cruiser has plenty of potential—especially with an influx of torque and horsepower. We'll assume a tight budget, which makes the truck 5.3L (325ci) V8 and 4L60E such a great swap. We've seen used engine/trans packages go for $1,200 or less. Keep in mind that 100,000 miles on an LS engine that's been serviced regularly means it easily has another 70,000 miles or more left on the clock. The 5.3 is rated up to 295 hp, which is a 100-plus horsepower gain over the stock El Camino 305. In some states (like California) you have to be concerned with emissions and use the factory computer and catalytic converter. Technically, we should mention all states fall under federal emissions laws that do not allow you to remove the cat on even the early '80s cars. Beyond the emissions question, however, this is a really easy swap that would transform the anemic El Camino into a nice boulevard cruiser with far better throttle response. If you'd prefer to stick with a nonelectric overdrive trans, we've covered that, too ("Put an Early Transmission Behind a Gen III Block" Oct.'08, pg. 30). You can also connect an older 700-R4 or 200-4R TV cable to the LS EFI throttle-body with an adapter from Bow Tie Overdrives. If you have some extra cash, convert the truck accessory drive over to a Qwik Performance version that will allow the use of an LS1 intake. Hook up the exhaust and control the whole package with a FAST self-learning EZ-EFI controller. FAST sells a controller and wiring harness system for EFI engines for well under $1,000. You will have to drive the ignition with an MSD box, but that's only another $375, which means for around $1,200 you have a fully functional late-model EFI package that has plenty of power and can knock down 22-plus mpg with an overdrive trans. We used Bob Mehlhoff's clean '87 to illustrate the idea. Frankly, it's so simple it would be difficult to justify why you haven't done it already.

Tech Notes

'87 El Camino

$1,500.00

5.3L LS engine, used

$900.00

LS1 intake manifold, used

$ 100.00

FAST Retro-Fit EZ-EFI, PN 302000

$873.95

FAST injector wire adapters, PN 17604-8

$53.25

Aeromotive fuel pressure reg., PN 13109

$144.95

Kwik Performance kit, PN K10168

$287.00

GM flexplate adapter, PN 12563532

$42.41

GM flexplate for adapter, PN 12551367

$119.30

GM flexplate bolts, PN 11569956

$2.58 ea.

AMD steel cowl hood, PN 300-3478-2

$449.95

Total

$4,486.65

The Mighty Monte
Brett's been around cars all his life, but he decided to go drag racing a few years ago and had to have something a little different. When this '70 Monte Carlo appeared on Craigslist five years ago, he snapped it up. "I wanted it because it was a non-A/C car, but it was rough." Brett used to own a body shop, so the metalwork didn't intimidate him, even though the rear-quarters, he says, "were hacked." While the Monte originally came with a 400 small-block, Brett built a 355. "I built the engine out of parts I've traded work for and stuff I had lying around. The machine work was the most expensive part of the engine." He had the four-bolt main 350-block machined for new 10.9:1-compression pistons. The Engle solid flat-tappet cam (240 degrees at 0.050-inch tappet lift and 0.500-inch lift) gives the motor some character, along with the bartered aluminum Holley heads. The rest of the motor is fitted with an Edelbrock Performer RPM Air-Gap intake, a used 780-cfm vacuum-secondary Holley, MSD ignition, and a crusty set of Hooker 13⁄4-inch headers. The exhaust is a Flowmaster American Thunder 2 1⁄2-inch system. "I had to leave the tailpipes off because they wouldn't clear the slicks," Brett says.

7/8

With an A1 TH350 trans and Continental 3,000-rpm stall-speed converter, the power ends up at the 12-bolt that's fitted with 4.30:1 gears and 35-spline Moser axles. "I've probably got more money invested in the rearend than in anything else," Brett says. The rear slicks are a set of 28x10.5x15-inch Mickey Thompson ET Drag tires mounted on Pro Star wheels with skinny Phoenix tires up front on equally narrow Pro Star wheels. The rear suspension has a set of Competition Engineering shocks, a stock sway bar, and Dick Miller Racing (DMR) tubular upper and lower control arms. The brakes are stock fronts with aluminum drums from an '86 IROC Camaro on the rear. Brett's stripped the Monte down to 3,550 pounds with driver, and that was before he added the Glasstek fiberglass hood, which on a Monte probably saves 100 pounds. Brett says his best 60-foot time is a 1.68 with its best pass of 12.08 at 112.82 mph. He's done most of the bodywork already, including filling a ton of rust roof holes caused by the original vinyl cover. Eventually, the Monte will get a rollbar, transbrake, Cortez-Silver paintjob, and a rejuvenated interior. But for now, Brett is running the NHRA Summit Racing Series and an occasional Pinks All-Out race and just having fun. Don't bother to write us that this comes out to more than $10,000. Brett doesn't want to know.